Car Review: 2006 Saab 9-5

2006 Saab 9-5

PHOTO: Handout, Saab

By David Booth, Canwest News Service

Originally published: August 10, 2011

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What does an auto company have to do to get noticed, anyway? I mean, this one offers Scandinavian practicality, turbocharged performance and not a little attitude, and still consumers stay away in droves.

Such is the lot of Saab, the other Swedish automaker. You know, the one owned by General Motors?

Oh, you say you didn’t know Saab was part of the GM portfolio? Or that it had more than two models? Or that it sold sport-utes?

Welcome to the club. Most people know very little about Saab other than that it’s a tad quirky, a little oddly styled and there’s not a lot of its cars on the road.

Jay Spenchian, Saab USA’s general manager, wants to do something about that. Hot off his company’s best month of January ever, Spenchian wants to persuade people there’s more to the eye than just solid Swedish engineering. That’s why you’re likely to see a spate of ads trumpeting Saab’s aircraft heritage.

Founded by 16 engineers (the in-house joke is that only two had driver’s licences), Saab is a leading builder of fighter jets, an engineering twist of fate that Spenchian has turned into a bona fide blockbuster ad campaign — at least in the United States.

Buoyed by a doubling of response to its Web site and a 34% increase in sales since the “Born from Jets” ads have been running, expect Saab to capitalize on this marketing coup and exploit it here in the Great White Frozen North shortly — and not a moment too soon. Some of Saab’s models, such as the 9-5, have been languishing.

Overshadowed by the newer, sexier 9-3, Saab’s top-of-the-range 9-5 has been largely overlooked, a not surprising occurrence considering the basic car is now in its eighth year. But 2006 sees a thorough — if not quite complete — makeover for the ageing Saab, one that makes it more attractive and better value.

First of all, Saab has decided to simplify the buying process. Gone are the Linear, Arc and Aero versions. In their stead is a single model — the 2.3 T — available in sedan and wagon body styles.

The wagon, now sporting the SportCombi moniker to bring it into line with the similar 9-3, is the more attractive of the two. The sedan, lacking the wheels-at-the-corners short overhang profile common to European sports sedans, looks a little dated. The look works for the wagon, however, and the SportCombi is at least as attractive as the offerings from Mercedes and BMW.

It’s darn near as powerful, as well. Rated at 260 horsepower — 40 more than last year’s base model and 10 more than the former range-topping Aero — the 2.3T has more poke than a base BMW 5 Series Touring. And that wagon costs at least $25,000 more.

Of course, some might balk at the Saab having only four cylinders, but the Swedes have always excelled at making the engine perform beyond its displacement. It is a little laggardly off the line, but, after that, the 9-5 –wagon or sedan — motors with elan. Thanks to counterbalancers, the engine is quite smooth, up to 5,500 rpm at least, and it doesn’t make any of the raucous noise of most four-bangers.

The only negative to the entire powertrain has nothing to do with the engine; it’s the fact that both transmissions still boast only five speeds. That’s not enough with six-speed manuals on the market and Lexus introducing an eight-speed autobox. Besides, an extra ratio in the automatic would probably make the car more responsive off the line.

There’s also still a modicum of torque steer, a trait not all that surprising considering the 9-5 is trying to put the turbocharged 2.3L four’s 258 pound-feet of torque entirely through the front wheels. There is a traction control system on board, but it still can’t contain the motor, especially when it’s bolted to a manual — where a special overboost function allows the turbocharger to pump out 273 pound-feet for 20 seconds and send the front wheels spinning even more.

Inside, the 9-5 looks more like the recently introduced 9-7X SUV. The leather seats are an attractive two-tone design, and burled wood and metallic trim bits add an air of class. The instruments are all new as are the air conditioning and audio controls. As for this last, the harmon-kardon stereo that used to be optional is now standard, and it has the capacity to cause serious damage to eardrums.

On the other hand, wind noise won’t be an issue. Saab added extra sound-insulating material this year. The 2006 9-5 is one of the most silent cars I’ve driven. Certainly, the SportCombi is the quietest wagon I’ve tested, even as we flouted speed limits in rural Georgia, always a risky move considering the local constabulary’s lack of humour.

Also standard this year are rear heated seats, part of Saab’s intention of not only simplifying the shopping process but also making the 9-5 much better value. It’s worth noting that this year’s 9-5 starts at $43,000 for the manual-equipped sedan and rises to only $46,000 for the SportCombi wagon with automatic transmission. For the record, topline Aero models cost $54,500 for the sedan and $55,500 for the wagon last year,

The 9-5’s important option is the sport package that lowers and firms up the suspension. It may not transform the car into a Corvette, but it does make the Saab handle tremendously well for a front-driver. Roll is well contained and the steering is sharp until you start overburdening the 235/45R17 tires with all that torque.

More important to the 9-5’s success will be the car’s revised front and rear styling. On the SportCombi, the effect is dramatic, transforming the 9-5 into one of the nicest wagons on the market.

The sedan gets the same treatment. But, while the new front end looks nice, its side profile is at odds with newer sedan taste.

Nonetheless, the revisions are remarkably successful, breathing new life into the 9-5’s final years. The wagon’s styling is a little more successful, but both models benefit from an improved interior, a more powerful engine and more standard equipment for a substantially reduced price.